US2454500A - Car-rail stop - Google Patents

Description

Nov. 23, 1948. J. L. BOWEN, sR 2,454,500

CAR-RAIL STOP Filed Sept. 25, 1946 INVENTOR w J. (5W BY mmwmfld Ma ATTORNEYS Patented Nov. 23, 1948 UNITED STATES PATENT OFFICE CAR-RAIL STOP John L. Bowen, S12, Morgantown, W. Va.

Application. September 25, 1946, Serial No. 699,109

Claims. 1

This invention pertains to devices for stopping or blocking cars or car trains on rails, and more particularly, to rail. stops for car wheels. One phase of my invention. deals with stop devices for mine car utilizations.

Previous to myinvention, it has been custom-- any to utilize some form of wood block or sprag which is manually inserted between the wheels of a, particular car and the rails upon which it rides. Such a form of stop, however, is not only dangerous in utilization, but lacks, positiveness and effectiveness of holding action. However, a rail block typeof stop is needed to supplement or to take the place of drags or brakes. on freight, industrial, and mine cars, and is particularly useful during switching loading, and unloading operations.

Since clearance-in minesislimited, and in view of the expenseinvolved, it has been somewhat impractical to provide mine cars with individual braking devices mounted thereon. In any event, independently of where the cars are used, such devices are subject to accidental release and are not entirely satisfactory, in themselves, particularly during switching operations, etc.

There has been a general need in the art for a practical, positive-acting, simple and inexpensive form of quick-change rail. stop that may be inserted under the wheel. or wheels of a car for holding it at a particular location and that may be quickly removed without danger to the operator..

It has thus been an object of myinvention to provide a new and improved form of rail stopping device for cars, trucks or trains that are adapted to move on. rails.

Another object of my invention has been to provide a simple, inexpensive, and practical form of stopping device that may be positioned between a rail and a wheel or a truck or car.

Another object has been to devise new and. improved procedure for stopping rail cars or trains.

A still further objective has been to devise a quickly detachable and utilizable device for cars that may be employed as a semi-permanent or permanent stop.

These and many other objects of my invention willv appear to those skilled; in the art from the exemplary embodiments of my invention and from the appended claims.

In the drawings:

Figure 1 is a perspective view in elevation of an exemplary form of my device as employed to snub or stop-a car. wheel on a trackv rail;

Figure. 2 is a side view of the device of Figure 1 partially in section taken along the line 2--2 of Figure 3; in this figure and in Figure 5, the dot: and dash line H indicates the relativeposition of the top of. a rail;

Figure 3 is a back view of the'devi'ce of Figure 1 and shows a section of the rail in position with respect thereto;

Figure 4 is a view similar to Figure 3, but shows a modified embodiment of my invention that may be secured to the rail inv a semi-permanent or. permanent relationship; and

Figure 5 is an enlarged, transverse sectional detailtaken along the line. 5"--5 of Figure 2.

Although my invention is particularly applicable to mine utilizations in view of. overhead and side clearance limitations; it will be apparent that it also has application to factory and, general railroad. utilizations.

In carryingout my invention, I provide a stop device that maybe manually positioned over or on a portion of the rail of a. track and, that will cooperate with the wheel of a truck or car to positively hold it in. a suitable. position on. the track. Thedevice is so constructed that, its holding, action automatically increases as the force or weight. of, the load increases. That is, it is so designed that theholding force not: only increases, but the transverse extent of holding force application increases with an increase of aload.

In the exemplary form of my invention chosen for the purpose of illustration, I provide a somewhat arcuate shaped body or wheel-receiving structure H3 having a bottom web l3. The front part of the web is sloped to rest upon a portion of a rail l I to guide a car Wheel l2 up to a stopped position and its back part is provided with a pair of. side flanges ll adapted to extendat spaced locations on. opposite sides of the rail. I also prefer to employ at leastv a. pair of spaced-apart transverse key. systems 20 and 20,, so located that they in effect proportion or distribute the holding force, and thus, suitably balance the load forces applied through the, wheels ll of the truck or car to the rail portion I l on which the device is positioned or mounted when the car wheel 12 is in its final, or stopped position shown in Figure 1.. For light loads it may be practical toutilize onekey system, but I prefer to utilize at least a pair of key systems particularly for general purpose utilizations. The front key system 20' positively holds the stop device inposition and prevents it from sliding on the rail. H while the wheel I2 is being moved up over thefront. portion of the Web guide It; and, the back key system2ll positively holds the device after the wheelhas moved to the final position of Figure 1 against a concave horn portion M. The force exerted by the wheel l2 upon the device If] is at an angle to a vertical plane normal to the rail.

The exemplary device of my invention is provided with a stop horn or arcuate portion M or curved stop section to receive and position a car wheel. It will be noted that the device is so constructed and arranged that clearance is provided for either a single or double flange wheel. I have 1 also shown handles I8 on opposite sides of the device so that it may be easily lifted off the rail from either side of the track and from the inside or outside of the track, as desired, depending on clearance and safety considerations.

Referring particularly to Figures 1, 2, and 3, the car wheel [2 is adapted to rest upon what may be termed an auxiliary track which is a web l3 of the body or housing portion of the device It]. The web l3 has a front portion whose end is adapted to rest upon the top of the rail l I; its back portion carries an upwardly curved horn or concave stop portion I l that is reinforced by and connected integrally with an upwardly inclined back portion 1'5. It will thus appear that the stop or wheel sprag portions of the device,.in eflect, define an integral, triangular-shaped member to give maximum strength to the construction.

I have shown a pair of spaced-apart grip or key systems 2|] and which may be separately formed and be secured as by welding to the fore and aft Web portions l3 of the device. Since the two systems are of similar construction, I have indicated the fore system by the same numerals and with prime sufiixes. The key system 20 comprises a supporting block or wall part 2| which may be secured by welding to the web 13 of the device.

7 As shown particularly in Figure 5, the block 2| has inwardly and transversely inclined, guidesupporting and locking surfaces for a pair of keys 24. That is, each key 2 3 is preferably mounted in such a manner that it inclines (has a pitch) inwardly towards the longitudinal center line of the web portion I3, and preferably in such a manner that its rail. gripping (bottom) edge lies slightly backwardly of a vertical line through its top edge. That is, the rail-engaging edge is positioned on a backward bias or cant such that its immediately adjacent forward surface has a smaller angle with respect to the longitudinal plane of the rail than itsimmediately adjacent back surface. The keys 24 are removably held in position by a backing plate or part 22 and threaded bolts 23, see particularly Figures 2 and 3. The bolts23 may extend through the mount elements 2! into the webs l3. Any suitable number of bolts 23 may be provided, depending upon the load to be carried, although I have found that only minimum forces are exerted against the backing plate 22 and that the maximum forces are against the front portions of the supporting block 2|.

In a modified embodiment of my invention, see Figure 4, I have shown howthe device may be utilized in a permanent or semi-permanent basis. In this connection, I employ a pair of wedge bolts 25 which are adjustably threaded through. opposite sides of the flanges i! of the device in such a manner that they may be tightened down upon opposite sides of the rail l I.

It will be apparent to those skilled in the art that the transverse width of the device will depend upon the size of the track or rail, for example, in mines, 20, 40, 60 and 85 pound rails have been used while other sizes are used in railroads and general industrial applications. That is, I prefer to so proportion the transverse Width that clearance is provided for flanges of the wheel on the outside of the side flanges ll of the device.

The positiveness, inexpensiveness and effectiveness of the present device is illustrated by the fact that I had no difficulty in stopping and holding (with a single device) a 210 ton train on a 3%% grade, which train included a locomotive. Normally in mine utilizations, the maximum load is 60 tons.

I have determined that although the keys or gripping portions 24 and 24 utilized in applying the stopping action have a tendency to dig slightly into the rail surface, that no harm is done thereby after many such utilizations. In the first place, such rail surfaces are customarily of specially chilled steel and also are continually worked by the rolling of the wheels of the trucks thereover. The greatest wear is on the keys which may be quickly replaced by the detachable arrangement shown. One edge surface of each key may, however, be turned over and a new edge surface used, until all the edge surfaces have been worn down before the keys are replaced.

Although I prefer a welded construction, it will be apparent to those skilled in the art that a cast 01' other unitary suitable construction having the necessary strength may be employed. Also certain parts may be of rolled or forged metal while other parts may be of cast metal and these parts suitably welded or forged together.

A minimum roll-up is possible by utilizing a device constructed in accordance with my invention. For this reason the stop horn portion l'4 may be of minimum length, although it is preferably of substantially the same curvature as the car wheels l 2. This provides a maximum utilization and proper distribution of they forces exerted by the car in such a manner that they are more effectively translated into a rail holding action. It will be noted that the rail holding action is dependent upon the force exerted by the wheel 52 and that the transverse extent and force of the holding action will automatically increase with an. increase of force exerted by the wheel l2 clue to the transversely inclined mounted relationship of the keys 24. The load force of the wheel is directly translated into holding forces.

Although for the purpose of illustrating my invention I have shown certain exemplary embodiments thereof, it will be apparent to those skilled in the art that various other applications of they principle-s thereof may be made without departin from its spirit and scope as indicated by the appended claims. It will also be apparent that various omissions, additions, revisions, and modifications may be made to the exemplary embodiments. For example, I have shown a pair of: keys in each holder to provide one key system, but it will be apparent that a unitary, suitablyshaped key may be utilized. Such a key may be of a'shape corresponding to the two keys 24 as positioned in each system 28 and 20 or may be curved and is preferably inwardly sloped toward a center line of the device in order to provide a gradually increasing holding surface and linebite locking or holding force application as, the load increases or the moving force increases. However, I prefer to employ two keys in each system, since standard forms'of high tensile steel such as tong keys are more readily obtainable.

What I claim is:

1. A non-slidable rail stop devicethat is constructed to translate force exerted'by aca r wheel into a'proportionate rail-biting force which comto rest upon a rail and to guide the car wheel on the device, said wheel-receiving part being sloped upwardly from the front end thereof toward a rear end thereof for receiving the car wheel thereon, a key part projecting from beneath said body portion into engagement with the rail, said key part being located in a backwardly-spaced wheel-supporting relationship with respect to the front end of aid wheel-receiving part, said key part having a rail-engaging edge that is positioned with a backward bias with respect to the device and with respect to the direction of movement of the wheel on the device.

2. A non-slidable rail stop device that is constructed to translate force exerted by a car wheel into a proportionate rail-biting force which com prises, a body portion having a Wheel-receiving part constructed and arranged at its front end to rest upon a rail and to guide the car wheel on the device, said wheel-receiving part being sloped upwardly from the front end thereof toward a rear end thereof 'for receiving the car wheel ment of the wheel on the device, said body portion being provided with a pair of side-projecting portions constructed and arranged to align the device on the rail.

3. A non-slidable rail stop device that is constructed to translate force exerted by a car wheel into a proportionate rail-biting force which comprises, a body portion having a wheel-receiving part constructed and arranged at its front end to rest upon a rail and to guide the car wheel on the device, said wheel-receiving part being sloped upwardly from the front end thereof toward a rear end thereof for receiving the car wheel thereon, a key part projecting from beneath said body portion into engagement with the rail, said key part being located in a backwardly-spaced wheel-supporting relationship with respect to the front end of said wheel-receiving part, said key part having a rail-engaging edge that is positioned with a backward bias with respect to the device and with respect to the direction of movement of the wheel on the device, said "body portion having a second key part projecting therebeneath and located in an intermediate-spaced wheel-supporting relation-ship between said firstmentioned key part and the front end of said wheel-receiving part, and said second-mentioned part being of a construction similar to said firstmentioned part.

4. A non-slidable rail stop device that is constructed to translate force exerted by a car wheel into a proportionate rail-biting force which comprises, a body portion having a wheel-receiving part constructed and arranged at its front end to rest upon a rail and to guide the car wheel on the device, said wheel-receiving part being sloped upwardly from the front end thereof toward a rear end thereof for receiving the car wheel thereon, a key part projecting from beneath said body portion into engagement with the rail, said key part being located in a backwardly-spaced wheel-supporting relationship with respect to the front end of said wheel-receiving part, said key part having a rail-engaging edge that is positioned with a backward bias with respect to the device and with respect to the direction of movement of the wheel on the device, said body portion having a wall part for positioning a back side of said key part, and a part removably secured on said body portion for positioning a front side of said key part.

5. A non-slidable rail stop device that is constructed to translate force exerted by a car wheel upwardly from the front end thereof toward a rear end thereof for receiving the car wheel thereon, akey part projecting from beneath said body portion into engagement with the rail, said key part being located in a backwardly-spaced wheel-supporting relationship with respect tothe front end of said wheel-receivingpart, said key part having a rail-engaging edge that is positioned with a backward bias with respect to the device and with respect to the direction ofmovement of the wheel on the device, said keypart comprising a pair of keys having a pitch relationship with respect to each other, saidpair of keys being positioned with a backward bias with respect to the device and with respect to the direction of movement of the car wheelon the device to positively prevent the device from sliding backwardly on the rail whenthe car wheel is being moved on and is supported on the device.

6. A non-slidable rail stop device that is constructed to translate force exerted by a car wheel into a proportionate rail-biting force which comprises, a body portion having a wheel-receiving part constructed and arranged at its front end to rest upon a rail and being shaped to guide the car wheel on the device, said wheel-receiving part being sloped upwardly from the front end thereof toward a rear end thereof for receiving .the car wheel thereon, a transversely-positioned key part projecting from beneath said body portion adjacent a front endthereof and into engagement with the rail, a second transverselypositioned key part spaced backwardly of and'in a wheel-supporting relationship with said first-- mentioned key part and projecting from beneath said body portion adjacent a rear end thereof and into engagement with the rail, said body portion having means 'for' positioning the device in substantial alignment on the rail, and each of said key parts having a rail-engaging edge that is positioned with a backward bias with respect to the device and with respect to the direction of movement of the car wheel on the device to positively preventthe device from sliding backwardly on the rail when the car wheel isbeing moved on and is supported on the device. 7

7. A non-slidable rail stop device thatis constructed to translate force exerted by a car wheel into a proportionate rail-biting force which comprises, a body portion having a wheel-receiving part constructed and arranged at its front end to rest upon a rail and being shaped to guide the car Wheel on the device, said wheel-receiving part being sloped upwardly from the front end thereof toward a rear end thereof for receiving the car wheel thereon, a transversely-positioned key part projecting from beneath said body portion adjacent a front end thereof and into engagement with the rail, a second transverselypositioned key part spaced backwardly of and in seem 7 a wheel-supporting relationship with said firstmentioned keypart and projecting from beneath said. body portion adjacent a rear end thereof and into engagementwith the rail, said body portion having means for positioning the device in substantial alignment on the raiLeach of said key parts having a rail-engaging edge that is positioned with a backward bias with respect to the device and with respect to the direction of movement of the car wheel on the device to positively prevent the device from sliding backwardly on the rail when the car wheel is being moved on and is supported on the device, and each of said keyparts being constructed and positioned to bite into the rail with a force of transversely widening extent that is proportional to the force exerted thereon by the car wheel.

8'. A non-slidable railstop device that is constructed totranslate force exerted by a car wheel into a proportionaterail-biting force which comprise-s,- a body portion having a wheel-receiving part. constructedand arranged at its front end to rest upon a rail and being shaped to guide the car wheel on the device, said wheel-receiving part being sloped upwardly from the front end thereof toward a rear end thereof for receiving the car wheel thereon, a transversely-positioned key part projecting from beneath said body portion adjacent a front end thereof and into engagement with the rail, a secondtransversely-positioned key part spaced backwardly of and in a wheel supportingrelationship with said first-mentioned key partend projecting from beneath said body portion'adjacentaJear end thereof and into engagement with the rail, said body portion havv ing means for positioning the device in substantial alignment on the} rail, each of .said key parts having a rail-engaging edge that is positioned twitha backward bias with respect to the device and with respect to the direction of movement of I the rear wheel on the device to positively prevent the device from, sliding backwardly on the rail when thecar wheel isbeing moved on and is supported .on the device, and each of said key partshaving, a rail-engaging edge that is inclined transversely inwardlyfrom opposite sides of the device and is constructed and arranged to bite into the rail with a force of widening extent that 'isproportional tolthe force exerted thereon by the car wheel.

9. A non-slidable rail stop device that is constructed to translate force exerted by a car wheel intoa proportionate rail-biting force which comprises, a body portion having a wheel-receiving versely-positioned key part projecting from beneath said body portion adjacent a front end thereof and into engagement with the rail, a

second transversely positioned key part spaced backwardly ofandin a wheel-supporting relationship with respect to said first-mentioned key part and projecting from beneath said body portion adjacent arear end thereof and intoengagement with the rail, said body portion having a pair of side flange parts extending downwardly ,on opposite sides of the rail for positioning the device in substantial alignment on the rail, each ofv said key parts being positioned and spaced along said body portion to positively'bite into the rail and to positively prevent the device from slipping backwardly along the rail when the car Wheel is moved on and is supported on the device.

10. A non-slidable rail stop device that is constructed to translate force exerted by a car wheel into a proportionate rail-biting force which com prises, a body portion having a wheel-receiving part constructed and arranged at its front end to rest upon a rail' and to guide the car wheel on the device, said wheel-receiving part being sloped upwardly from the front toward a rear 'end thereof for receiving a' car wheel thereon, a transversely-positioned key part projecting from beneath said body portion adjacent a front end thereof and into engagement with the rail, a second transversely-positioned key part spaced backwardly of and in a wheel-supporting relationship with respect to said first-mentioned key part and projecting from beneath saidbody portion adjacent a rear end thereof and into engagement with the rail, said body portion having a pair of side flange parts extending downwardly on opposite sides of the rail for positioning the device in substantial alignment on the rail, each of said key parts being positioned and spaced along said body portion to positively bite into the'rail and to positively prevent the device from slipping backwardly along the rail when the car wheel is moved on and is supported on the device, each of said side flange parts being provided with an outwardly-projecting hand grip, so that the device may be lifted off the rail from either side thereofQand each of said key parts having a rail- REFERENCES CITED The following references are of record in the file of this patent:

v UNITED STATES PATENTS Number Name Date 880,372 Engbarth Feb. 25, 1908 1,037,960 Miller Sept. 10, 1912 1,324,329 Wentink Dec; 9, 1919 2,088,555 Smith Jun 2'7, 1937 2,170,523 Wilcox Aug. 22, 1939

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